Rotary steam-engine.



No. 722,086. PATENTED MAR. 3, 1903. J. F. CRAIG & T. V. FLEMING.

ROTARY STEAM ENGINE. APPLICATION FILED JULY 31, 1902.

2 SHEETS-SHEET l- N0 MODEL.

3111mm tons am; 770/" W was a No. 722,086. PATENTED MAR. s, 1903. J. F.CRAIG & T.'V. FLEMING.

ROTARY STEAM ENGINE. APPLICATION/FILED JULY 31, 1902.

2 SHEETS-SHEET 2.

H0 MODEL.

awuantow (756/2 1'67 Unrrun STATES PATENT Grrrcn.

JOHN F. CRAIG AND THOMAS V. FLEMING, OF PARIS, ILLINOIS.

ROTARY STEAM-ENGINE.

SPECIFICATION formingpart of Letters Patent No. 722,086, dated March 3,1903.

Application filed July 31, 1902. Serial No. 117.822. (No model.)

To all whom, it ntcoy concern:

Be it known that we, JOHN F. CRAIG and THOMAS V. FLEMING, citizens ofthe United States, residing at Paris, in the county of'Edgar and Stateof Illinois, have invented certain new and useful Improvements in RotarySteam-Engines; and we do declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same.

This invention relates to improvements in rotary steam-engines of thattype in which a rotary cylinder revolves upon a stationary shaft andcooperates with a stationary piston fixed to the shaft.

The object of the invention is to provide a rotary engine of thischaracter which embodies certain novel features of construction,combination, and arrangement of parts, hereinafter described andclaimed, whereby an engine of superior efficiency in which a maximumamount of power is obtained by the expenditure of a minimum amount ofsteam is produced and the speed of the engine regulated by the weight ofthe load upon it; and a further object is to provide an engine which isreversible to operate in either direction of its plane of rotation.

The preferred embodiment of the invention is illustrated in theaccompanying drawings in Which- Figure 1 is a perspective view of arotary engine embodying our invention. Fig. 2 is a vertical section ofthe same through the center line of the stationary shaft. Fig. 3 is aperspective view of the throttle-valve. Fig. 4 is a section on the line4 4 of Fig. 7. Fig. 5 is a section on the line 5 5 of Fig. 7. Fig. 6 isa section on the line 6 6 of Fig. 5. Fig.

7 is an irregular section on line 7 7 of Fig. 5. Fig. 8 is a horizontalsection on the central line of the shaft, showing the position of theparts when exhausting steam. Fig. 9 is adetail view of one of thesegmental valves. Fig. 10 is a detail view of the piston packing-ring 1in the drawings represents a hollow stationary shaft supported bystandards 2 and connected at one end to a steam-supply pipe 3 and at theother end to a steam-exhaust pipe 4.

5 is the engine-cylinder revolubly mounted on the shaft, and Ganeccentric piston keyed to the shaft. Cylindrical sleeves or bosses 7extend from the sides of the cylinder and surround the shaft, formingextended bearings, and each of these sleeves is flared interiorly toreceive a series of graduated packing-rings 8, adjustably confined by agland-nut 9 and check-nut 9. The cylinder is provided withdiametrically-opposed gate-chambers 10, in which work sliding gates orabutments 11 11, attached by rods 12 with exterior yoke-frames 13, whichconnect the gates to operate in unison.

The piston 6 is approximately of ovate form and provides a continuousrounded surface on which the gates may ride, thus adapting the gates tofit steam-tight against the piston. At the point where the pistonengages the interior wall of the cylinder it is provided with aspring-pressed packing-brass 14, which maintains a steam-tightconnection with the cylinder. The piston is provided on one side with asteam-inlet chamber 15 and on its oppositeside with a steam-exhaustchamber 16, and in the periphery of the piston are segmental recesses 17and 18, in which work segmental valves 17 and 18, said valves being ofless depth than the recesses to move radially toward and from theperiphery of the piston and being limited in outward movement by stops19. The recesses 17 and 18 are located on opposite sides of the majoraxial line of the piston adjacent to the packingbrass 14, and formedwithin the piston are inlet-passages 20 20 and exhaust-passages 21 21,operating in pairs, the passages 20 and 21, respectively,connecting therecess 17with the inlet and exhaust chambers 15 and 16, while thepassages 20 and 21 connect the recess 18 with said chambers.

The bore of the hollow shaft is divided centrally by a partition 22 toform steam supply and exhaust passages 23 24, the former communicatingwith the piston -chamber 15 through ports 25 and the latter with the piston-chamber 16 through a port or ports 25.

The inlet-passages 20 are arranged on opposite sides of the center ofchamber 15, and the admission of steam thereto is controlled by acylindrical valve 26, connected by a bar 27, slidable in the ports 25,with a controlling-rod 28, extending along passage 23 to the exteriorthrough a stu ffing-box29 and connected to a pivoted controlling-lever30. By means of these operating connections the valve 26 may be adjustedto close or partially close either passage 20 20 or close both passagesat will. When the passage 20 is in open communication with the chamber15, steam from the shaft will pass thereinto and, assuming the ports tobe in the position shown in .Fig. 5, will force the valve 18 open, thusuncovering passage 20 and allowing steam therefrom to pass into thecylinder. At the same time valve 18 closes exhaust-passage 21. The steamwill thus discharge into the cylinder at a point between the point ofcon-- tact of the piston with the wall of the cylinder and the gate orabutment 11, thereby confining the steam between these two points andcausing the same to act upon said abutment 11 and rotate the cylinder inthe direction of the arrow, Fig. 5, until the abutment 11 comes in linewith the exhaust-port 21, when the steam-pressure will force the valve17 inward, closing port 20 and opening port 21, and the steam willexhaust to the atmosphere through said port 21, chamber 16, port andpassage 24. The same action ensues when abutment 11 comes into positionfor action.

The valves 17' 18 are controlled by the pressure of the steam, beingforced inward by the pressure of the steam in the steam-space of thecylinder and forced outward by the pressure of the steam from passages20 20. In order to adapt the valves to open freely under pressure of thesteam from the passages 20 20, each valve is provided with a recess 20which when the valve is seated to close the cooperating passagecommunicates with said passage, as shown in Fig. 6, said recess allowingthe steam to pass under the valve and force it open. When the passage 20or 20 is closed by the valve 26, the cooperating valve member 17 or 17is forced inward to close the adjacent end of the passage by thepressure of the steam in the steam-space of the cylinder.

To reverse the engine, the valve 26 is shifted to close port 20 and openport 20, whereupon the steam rushes through passage 20, moves the valve17 outwardly to open the adjacent end of said passage, and then passesinto the steam-space of the cylinder on the opposite side of abutment 11from that previously described-that is, between chamber 17 and abutment1 1instead of between chamber 18 and abutment 11, causing theengine-cylinder to rotate in the reversevdirection.

Between the piston 6 and theside walls of the cylinder are wear stripsor plates 31, which bear upon triangular split packing rings 32, seatedin correspondingly-shaped grooves 33in the-sides of the piston. Theserings are made of spring metal, adapting their ends to normally springapart, and are held contracted by the pressure of the plates 31, whichhold them normally seated fully in the grooves 33. By this means thejoints or spaces between the sides of the piston and cylinder are closedsteam tight. As the parts become decreased in thickness by wear and thepressure on the rings 32 is relieved the rings expand, and theirinclined faces ride outward to a greater or less extent on the inclinedwalls of the grooves 33, and by this means the rings are at all timescaused to bear or impinge firmly on the plates 31 and at the same timeclose the grooves 33, thus maintaining the joints steam tight. Thechambers 17 and 18 are closed at their outer sides by annular plates 17and 18 which inclose the shaft 1 and fit steam-tight against the plates31.

Governor mechanism is provided for automatically regulating the speed ofthe engine according to the resistance of the load and comprises agovernor-arm 34, weighted at its outer end and pivoted upon a pin orbolt 35 on one side of the cylinder, so as to swing transversely ofshaft 1. The inner end of the governorarm is enlarged and formed with aslot 36, receivinga stop pin or bolt 37, which limits its swingingmovement, and connecting the arm beyond its pivot with theengine-cylinder are springs 38 38, which normally act to hold the arm ina plane at right angles to the shaft 1. The said enlarged inner end ofthe governor-arm is preferably fiat and slants obliquely to its plane oftravel and fits within a diagonal groove formed by lugs 39, carried by asleeve 40, said lugs being arranged at a diagonal or oblique angle tothe plane of rotation of the sleeve. The sleeve 40 has a longitudinalgroove 41, receiving a key or spline 42, formed on the sleeve 7, wherebyit is mounted to rotate positively with the engine-cylinder and slidelongitudinally on sleeve 7. At its outer end the sleeve 40 carries anannular cam-flange 43, against the opposite faces of which bearfriction-rollers 44 44 upon the inner end of a reciprocating bar 45,slidably mounted in bearings 46 on the adjacent standard 2 and pivotallyconnected at its outer end by a lever 47 with the rod 28, whereby thesliding movements of the sleeve 40 will reciprocate said rod 28, andthereby actuate the valve 26. The lever 47 is intermediately pivoted toa bar 48, sliding in a bearing 49 on the standard 2 and pivoted to thecontrolling-lever 30, so as to guide the latter in its swingingmovements.

Whenthe engine isat rest or running at normal speed, the parts stand inthe positions shown in Figs. 1 and 2 with the governor at the neutralpoint; but when the speed becomes excessive the weighted end of thegovernor-arm is swung against the resistance of the opposing spring in adirection reverse t0 the direction of rotation of the engine, therebyforcing sleeve 40 inwardly or outwardly, as the case may be, thuscausing the projections of the fluted cam-flange 43 to be brought intoengagement with one of the rollers 44 and impart motion thereto to slidebar 45 and reciprocate rod 28 in the proper direction to partially orwholly close valve 26 against the operating inlet-passage 20 or 20',thereby reducing or wholly cutting off the flow of steam and slowingdown the engine. As the engine slows down the governor returns to itsnormal position and operates valve 26 to open the passage 20 or 20 wideagain. When the speed is too slow, the valve 26, if not set to fullyopen passage 20 or 20, is operated to fully open the passage by aswinging movement of the governorin the reverse direction to thatpreviously described, as will be fully understood.

Assuming that the engine is running in the direction of the arrow, Fig.1, and the passage 20' is full open, when the speed of the enginebecomes too great the weighted end of governor-arm 34 will swing to theright against the resistance of spring 38 and force sleeve 40 outward,thereby partially or wholly closing valve 26 over passage 20. As theengine slows down the springs 38 3S restore the governor to its normalposition and the governor acts on the diagonal lugs to slide sleeve 40inward, thereby moving valve 26 to-open passage 20' and again admitsteam to the cylinder. It will thus be seen that the valve 26 will beautomatically adjusted to regulate the speed of the engine according tothe load thereon.

The governor and reversing mechanism are not claimed herein, as theyconstitute the subject-matter of another application filed July 7, 1902,Serial No. 114,575.

From the foregoing description, taken in connection with theaccompanying drawings, it is thought that the construction, mode ofoperation, and advantages of our improved rotary steam-engine will bereadily apparent without requiring a more extended explanation.

Various changes in the form, proportion, and the minor details ofconstruction may be resorted to without departing from the principle orsacrificing any of the advantages of this invention.

Having thus described our invention, what we claim as new, and desire tosecure by Letters Patent, is-

1. In a rotary 'steainengine, the combination with a hollow shaftprovided with steam inlet and exhaust passages, and a rotary cylinderprovided with sliding abutments; of a piston fixed to the shaft andhaving inlet and exhaust passages communicating with the inletand'exhaust passages of the shaft and with the steam-space of thecylinder, a valve carried by the piston and automatically operated bysteampressure to alternately open and close said piston-passages, and avalve governing the supply of steam to the inlet-passage of the piston,substantially as described.

2. In a rotary steam-engine, the combination with a hollow shaftprovided with steam inlet and exhaust passages, and a rotary cylinderprovided with sliding abutments; of a piston fixed to the shaft andhaving two sets of inlet and exhaust passages communicating with theinlet and exhaust passages of the shaft and with the steam-space of thecylinder, valves carried by the piston and automatically operated bysteam -pressure and governing said piston-passages, the valve governingeach set of passages being adapted to alternately open and close saidpassages, and a throttle-valve for governing the supply of steam toeither steam-inlet passage in the piston, substantially as specified.

3. In a rotary steam-engine, the combination with a hollow shaftprovided with steam inlet and exhaust passages, and a rotary cylinderprovided with sliding abutments; of a piston fixed to the shaft andhaving two sets of inlet and exhaust passages communicating with theinlet and exhaust passages of the shaft and with the steam-space of thecylinder, steam-controlled segmental valves fitting in segmentalrecesses in the piston and automatically governing said piston-passages,the valve governing each set of passages being adapted to alternatelyopen and close the said passages, and a throttle-valve for governing thesupply of steam to either steam-inlet passage in the piston,substantially as specified.

4. In a rotary engine, a cylinder, a piston provided with triangulargrooves, a split expansible piston-ring of triangular form incross-section fitted in said grooves, and wearpieces between thecylinder and piston and pressing on the rings, substantially as and forthe purpose set forth.

5. In a rotary steam-engine, the combination with the hollow shaftprovided with steam inlet and exhaust passages and a rotary cylinderprovided with abutment-chambers, of diametrically-opposing abutmentssliding in said chambers, a yoke connecting the abutments to move inunison, an ovate eccentric piston fixed to the shaft, and adapted toimpart positive irregular rectilinear motion to said abutments, saidpiston having inlet and exhaust passages communicating with the inletand exhaust passages of the cylinder and with the steam-space of thecylinder, a valve carried by the piston and automatically operated bysteam-pressure to alternately open and close said piston-passages, and a& 722,086

throttle-valve governing the supply of steam 1 In testimony whereof wehave hereunto to the inlet-passage of the piston. set our hands inpresence of subscribing Wit- 6. In a cut-01f for rotary steam-engines,the nesses.

JOHN F. CRAIG. THOMAS V. FLEMING. Vitnesses to Craigs signature:

JAMES A. CRAIG, ELLA M. CRAIG. WVitnesses to Flemings signature:

JOHN l-IERRIN, H. P. LAMASTER.

combination with a hollow shaft, a rotating 5 cylinder and an eccentricpiston fixed to the shaft and having a steam-inlet port communicatingwith said shaft of a valve controlling said port, a rod connected to thevalve, a sliding bar connected to the rod, a cam for operto ating therod, and means for operating said cam, as and for the purpose set forth.

